Railway-traffic-controlling apparatus



Feb. 12, .1929. 1,701,749

c. w. FAILOR RAILWAY TRAFFIC CONTROLLING APPARATUS Filed NOV. 23, 1927 YN" T 5 @540 ink.-

INVENTOR'. C 14 Fqf/a I,

Patented Feb. 12, 1929.

UNITED" STATES PATENT OFFICE.

CHARLES W. FAILOR, OF PITTSBURGH, PENNSYLVANIA, ASSIGNOR TO THE UNIONSWITCH & SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATION orrnnnsYLvAnIA.

V RAILWAY-TRAFFIC-CONTROLLING APPARATUS.

Application filed November 23, 1927. Serial No. 235,301.

My invention relates to railway traffic controlling apparatus,andarticularly to apparatus for controlling highway crossing signals, thatis, signals that are placed at intersections of highways and railwaysfor the purpose of warning users of the highways when a train isapproaching the intersection.

I will describe one form of apparatus embodying my invention, andwillthen point out the novel features thereof in claims.

The accompanying drawing is a diagrammatic view illustrating one form ofrailway traiiic controlling apparatus embodying my invention.

Referring to the drawing, the reference characters 1 and 1" designatethe track rails of a stretch of railway track over which trafiicnormally moves in a direction indicated by the arrow. These rails aredivided, by means of insulated joints 2, to form a plurality ofsuccessive track sections,'only one of which A-C, is shown complete inthe drawing. Track circuit current is at times supplied to the rails ofsection A-C from a track transformer Tihaving its secondary 4 constantlyconnected across the rails adjacent the on trance end of the section.Primary 5 of 1 transformer T is constantly supplied with alternatingcurrent from a suitable source, such as an alternator M,,over line wires3 and 3. The reference character R designates a track relay having twowindings 6 and 7, one of which, 7 is constantly supplied withalternating current over line wires 3 and 3. The other winding 6 ofrelay R is constantly connected across the rails adjacent the exit endof section A-C.

The reference character H designates a highway intersecting the sectionA@ at point B. A highway crossing signal S 13 located adjacent point Bfor the control of traflic along the highway H. An insulated joint 2 islocated in rail 1" of section A-C adjacent point B and the primary 22 ofa transformer J is connected across this joint in series with the trackcircuit of section AO. It will be plain, therefore, that track circuitcurrent supplied to the rails of section AO from transformer T traversesthe primary 22 of transformer J in series with winding 6 of relay B whenthesection is unoccupied. The windings 6 and 7 are so related thatcurrent of the polarity thus supplied to winding 6 energizes the relayto close its front contacts. The relay R is therefore energized whensection AC is unoccupied. The secondary 23 of transformer J isconnected, through a rectifier Q, with the winding of a relay P so thatthis relay is continuously energized when section A-G is unoccupied.

The apparatus here shown and described is suitable for co-operation withtrain carried governing means responsive to train controlling currentsupplied to the trackway from a point in advance of the train. For thepurpose of supplying this train controlling current to the trackway, thesection AC is provided with a coding device designated in general by thereferencecharacter K, and comprising a motor 10, and a code wheel 11operated thereby. The code wheel 11 controls a contact 12 in such mannerthat the contact is alternately opened and closed when the code wheel isrotated. When relay R is dc-energized,currentiiows from line wire 3,through wire 13, back contact 14 of relay R, wires 15 and 16, motor 10of coder K and wires 17 and 18 to line wire 3 The motor 10 thereforeoperates to rotate the code wheel 11.

'Each time contact 12 closes, current-flows from line wire 3, throughwire 13, hackcontact 14 of relay R, wires 15 and 19, contact 12, wire20, primary 9 of a train controlling transformer U and wires21 and 18 toline wire 3. The secondary 8 oftransformer U is connected across therails adjacent the exit end of section A-C in parallel with winding 6 ofrelay R. It follows therefore that when relay R is de-energized, traincontrolling current is supplied to the rails of section A-G in the formof alternating current periodically interrupted at the frequency ofoperation of contact 12. It should be observed, however, that the traincontrolling current supplied to section AC from transformer U is of theopposite polarity from the track circuit current normally supplied tothis section from transformer T. That is to say, the relativeinstantaneous direction of the train controlling current flowing throughwinding 6 of relay R is opposite to the direction of the currentsupplied to this winding from transformer T. Current of the polarity ofthe train controlling current'holds the armatures of relay R in theirde-energized positions, and it follows that relay R can not be energizedby train controlling current. When relay R is energized, of course, the

motor 10 of coder K is (lie-energized and the circuit for the primary 9of train controlling transformer U is open. It should be pointed out,however, that when train controlling current is being supplied to thesection A -C, and when the oortion of the section between points B and(J is unoccupied, train controlling current flows through primary 22 oftransformer J and relay P is therefore intermittently energized toalternately close its front contact 24-24 and its back contact 24 24".

Associated with the relay P are two slow releasing relays F and G. Therelay G is supplied with energy, from terminals D and E of a suitablesource not shown in the drawing, over front contact 2424 of'relay P. Therelay G is therefore energized when relay P is energized. In similarmanner, the relay F is supplied with current from terminal's D and Eover back contact 24--24" of relay P and relay F is therefore energizedwhen relay P is de-energized.

The reference character W designates a slow acting repeater relay whichis controlled by tracl'r relay R- the circuit for this relay passingfrom line wire 3, through wires 13, 27 and 28, front contact 29 of relayR, wire 30, winding of relay and ires 31 and to line wire 3*. It followstherefore that rela-y W is energized when relay R is energized,

The slow releasing relays F, G and W control an interlocking relay L ofthe usual and well known form and comprising two windings 25 and 26.Winding 25 of relay L is provided with a circuit which may be tracedfromterminal D over back contact 33 of rela'y F, wire '34, frontcontact- 35 of relay G, wire '36and winding 25 to terminal E. Win-ding26 is provided with two circuits, one of which passes from terminal D,over front contact 37 of relay F, wire 38, front contact 39 of relay G,wires 40'and 41, and wind ing 2-6 to terminal E. The second circuit forwinding 26 passes fronr terminal D, over front contact 42 of relay 1V,wires 43 and 41, and winding 26 to terminal E. It will be plain,therefore, that winding 25 o'f'relay L is energized when relay F isale-energized and when relay G is energized. Wilding 26 of relay L isenergized when relays and G are both energized or when relay ii isenergized. The interlocking relay L controls the highway crossing signalS in such manner that when either of the back contacts 45 or 46controlled by windings 25 and 26, re spectively, is closed, current issupplied from terminals D and to the operating mecha nism of the signalS.

As shown in the drawing, the section AG is unoccupied, and current-fromtransformer T therefore energizes relay so that the coder K is at restand the prin'iary circuit for train controlling transformer U is open.Relay P is continuously energized so that relay G is closed and relay Fis open. Winding 25 of interlocking relay L is therefore energized sothat back contact 45 is open. Current is also supplied to winding 26 ofrelay L over front contact 42 of relay W which is now energized. Backcontact 46 of relay L is therefore open so that both circuits for signalS are open to prevent the operation of this signal.

In explaining the operation of the apparatus as a whole, I will firstassume that a train moving in the direction of the arrow passes throughthe section AC. hen the train enters the section, relay R becomesdeonergized, thereby setting the coder K into operation and supplyingtrain controlling current to the section from transformer U. The wheelsand axles of a train shunt track circuit current away from transformerJ, but train controlling current from transformer U now traversesprimary 22 of transformer J and causes relay P to be intermittentlyenergized. The intermittent operation of relay P supplies currentalternately to relays F and G and due to the slow releasingcharacteristics of these relays, the front contacts of both relays areheld closed. The opening of back contact 33 of relay F deenerg'zeswinding 25 of relay L so that back contact '45 close and sets signal Sinto operation. The opening of front contact 29 of relay Ede-energizesrelay TV, but due to the slow-releasing characteristics of the latterrelay front Contact 42 does not open until after relay F has closed itsfront contact 37. It follows therefore that winding '26 does not becomeale-energized, the circuitover front contact 37 of relay F and frontcontact 39 of relay G becoming closed before the circuit over frontcontact 42 of relay W opens. When the front of the train passes point B,train controlling current is shunted away form transformer J and relay Ptherefore drops so that relay G becomes tie-energized and relay Fremains energized. Ending 25 of relay L therefore remains Clo-energizedand the opening of front contact '39 of relay ion llG

G tie-energizes the winding 26, but due to the interlockingcharacteristics of the relay, back contact 46 does not close. Signal Stherefore continues to operate current being supplied to the signal overback contact 46 of relay L. When the rear of the train passes point B,track circuit current from transformer T picks up relay P, therebytie-energizing relay F and energizing relay G. Under these conditions,winding 25 of relay L is again energized to open back contact 45.Contact '46 remains open, however, although winding 26 ,isde-enerergized and the operation of signal S is'therefore discontiiiued,After the rear of the train has passed point C, during the firstinterval that contact 12 is open, current from transformer T energizesrelay R, thereby discontinuing the supply of train controlling currentto the sectlon and energizing relay W.

Winding 26 ofthe interlocking relay L there- W becomes tie-energized andafter a brief interval opens its front contact to de-energize winding 26of relay L. Back contact 46 of relay L therefore closes and sets signalS into operation. Relay P, however, remains energized'so that relay F isClo-energized and relay G is energized. Winding of relay L thereforeremains ei'iergized so that back contact 4:5 remains open. When thefront of the train passes point B, relay P opens, thereby energizingrelayil to open the circuit for winding 25 of relay L, but back contactdoes not close. Furthermore relay G becomes de-encrgizedso that windingremains tie-energized. When the rear of the train passes point B, thetrain controlling current supplied to the rails in rear of this trainenergizes relay P intermittently so tl at relays ll and G both becomeenergized to energize winding 26 of relay L. Backcontact 46 of relay Ltherefore opens, and discontinues the operation of signal Sbecausecontact 45 is looked open, although winding 25 is still de-energized.When the train passes out of section AC relay R becomes energized,stopping the coder K and picking up relay W; Relay P then becomescontinuously energized by track circuit current from transformer T andallows relay F to open, thereby energizing winding 25 of relay L andrestoring the apparatus to its normal condition.

It will be seen, therefore, that with apparatus embodying my invention,the highway crossing signal is set into operation by a train approachingthe signal from either direction and the operation of the signal isdiscontinued as soon as the train passes the signal. It should also bepointed out that this result is accomplished without the use of a cutsection adjacent the highway intersection.

scribed only one form of railway trafiic con trolling apparatusembodying my invention, it is understood that various changes andmodifications may be made therein within the scope of the appendedclaims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is: V j

1. In combination with a section of railway track, a track relayconnected across the Although I have herein shown and de railsadjacentone end of the section, a source of alternating current connected acrossthe rails adjacent the other end of the section, an insulatedfjoint'inone rail of the section, a transformer having its primary connectedacross said joint, a secondrelay receiving energy from the secondary ofsaid transformer, a slow acting relay controlled by said track relay,and a signal controlled by said second relay and by said slow actingrelay. c

lln combination, a section -of railway track, means for. continuouslysupplying alternating current to the rails adjacent one end of thesection, means for at times supplying periodically interruptedalternating current to the rails adjacent the other end of the section,an insulated joint in one rail of the section, a transformer having itsprimary connected across said joint, a first relay receiving energy fromthe secondary of said transformer, two slow acting relays con-,

trolled by said first relay, and a signal controlled by said twoslowacting relays.

3. In combination, a section of railway track, means for continuouslysupplying alternating current to the rails adjacent one end of thesection, means for at times supplying periodically interruptedalternating current to the rails adjacent the other end of the section,an insulated joint in one rail of the section, a transformer having itsprimary connected across said joint, a first relay receiving energy fromthe secondary of said transformer, a second relay controlled by a frontcontact of said first relay, a third relay controlled by a back contactof said first relay, and a signal controlled by said second and thirdrelays.

4, in combination, a section of railway track, means for continuouslysupplying alternating current to the rails adjacent one end of thesection, means for at times supplying periodically interruptedalternating current to the rails adjacent the other end of the section,an insulated joint in one rail of the section, a transformer having itsprimary connected across said joint, a first relay receiving energy fromthe secondary of said transformer, a second relay controlled by a frontcontact of said first relay, :1. third relay controlled by a backContact of said first relay, an interlocking relay controlled by saidsecond and third relays, and a signal controlled by said interlockingrelays.

5. In combination, a section of railway track, means for continuouslysupplying alternating current to the rails adjacent one end of thesect-ion,'a track relay connected across the rails adjacent the otherend of. the section, means for at times supplying periodicallyinterrupted alternating current to the rails adjacent said track relay,an insulated joint in one rail of the section, a trans former having itsprimary connected across said joint, a second relay receiving energyfrom the secondary of said transformer, a slow acting relay controlledby said track relay, and a signal controlled by said slow acting relayand by said second relay.

6. In combination, a section of railway track, means for continuouslysupplying alternating current to the rails adjacent one end of thesection, a track relay connected across the rails adjacent the other endof the section, means for at times supplying periodically interruptedalternating current to the rails adjacent said track relay, an insulatedjoint in one rail of the section, a trans former having its primaryconnected across said joint, a second relay receiving energy from thesecondary of said transformer, two slow acting relays controlled by saidsecond relay, a third slow acting relay controlled by said track relay,and a signal controlled by said three slow acting relays.

7. In combination, a section of railway track, means for continuouslysupplying alternating current to the rails adjacent one end of thesection, a track relay connected across the rails adjacent the other endoi the section, means for at times supplying periodically interruptedalternating current to the rails adjacent said track relay, an insulatedoint in one rail of the section, a transformer having its primaryconnected across said joint, a second relay receiving energy from thesecondary of said transformer,

two slow acting relays controlled by said second relay, a third slowacting relay conrolled by said track relay, an interlocking relaycontrolled by saidthree slow acting relays, and a signal controlled bysaid interlocking relay.

8. In combination, a section of railway track, means tor continuouslysupplying alternating current to the rails adjacent one end of thesection, a track relay connected across the rails adjacent the other endof the section, means for at times supplying periodically interruptedalternating current to the rails adjacent said. track relay, aninsulated joint in one rail of the section, a transi'ornier having itsprimary connected across said joint, a second relay receiving energyfrom the secondary of said transformer, a third relay controlled by aback contact of the second relay, a fourth relay controlled by a frontcontact of the second relay, a fifth relay controlled by said trackrelay, an interlocking relay having a first and a second winding, acircuit "for said first Winding including a back contact of the thirdrelay and a front contact of the fourth relay, a

circuit for the second Winding including front contacts on said thirdand fourth relays, a second circuit for said second Winding cont-rolledby said fifth relay, and a signal controlled by said interlocking relay.

In testimony whereof I aflix my signature.

CHARLES \V. FAILOR.

